GWM Haval H6GT PHEV review

Up ahead

How much does a GWM Haval H6GT Ultra PHEV cost?
GWM Haval H6GT Ultra PHEV exterior design
What is the GWM Haval H6GT Ultra PHEV like inside?
Is the GWM Haval H6GT Ultra PHEV good to drive?
What safety features does the GWM Haval H6GT Ultra PHEV have?
Should I buy a WM Haval H6GT Ultra PHEV?
Key stats for the Haval H6GT Ultra PHEV

The Chinese car maker believes that combination is enough to convince about 250 to 300 EV-curious Aussies per month to get off the fence and step into its new mid-size plug-in hybrid (PHEV) SUV.

The reason for this optimism is that with 180km of battery-electric range the H6GT PHEV has the longest electric-only driving range of any PHEV on the market, while its 4.9-second 0-100km/h sprint time puts it in the realm of some of the quickest hot hatches.

Throw in that sharp $53,990 driveaway pricing, which undercuts established AWD versions of PHEV rivals including the BYD Sealion 6 Premium and Mitsubishi Outlander PHEV, and it’s clear that GWM’s new plug-in has plenty going for it.

The H6GT has been available since last year with a 2.0-litre petrol engine and is positioned as a more dynamically-styled version of the regular H6 SUV, thanks to its distinctive fastback design.

How much does a GWM Haval H6GT Ultra PHEV cost?

The GWM Haval H6GT has been available since last year with a 2.0-litre petrol engine and is positioned as a more dynamically-styled version of the regular H6 SUV, thanks to its distinctive fastback design.

This is the first time a PHEV option has been available, with the new drivetrain available only in top-of-the line Ultra trim, which brings a generous equipment list but costs a substantial $9000 more than its petrol-powered stablemate. 

Despite this, the PHEV's sharp $53,990 driveaway pricing still undercuts established AWD versions of PHEV rivals including the BYD Sealion 6 Premium and Mitsubishi Outlander PHEV.

GWM Haval H6GT Ultra PHEV exterior design

While the Haval H6GT Ultra PHEV packs a far more complex drivetrain than the regular ICE-powered H6G, there’s little external styling differentiation between the two, with bigger front brakes and PHEV badging on the tailgate the main diferentiators.

Both GT variants feature a distinctive fastback bodystyle which is less practical than the more conventionally styled and boxy H6 SUV, but much more dynamic looking.

What is the GWM Haval H6GT Ultra PHEV like inside?

The interior design is busy by modern standards, with various creases, angles and voids creating a look that isn’t especially cohesive. There’s a lot of hard black plastics which look durable but not premium, plus a variety of other darkly coloured materials and finishes which create a dour tone. 

The front seats do provide a bit of colour differentiation with bold red GT stitching on the seat backs, but the seats aren’t especially comfortable, with a short squab and no cushion tilt adjust on the driver's seat. .

There’s plenty of legroom, however, and the driving position is decent, even if rear visibility is restricted by the sloping roofline, integrated rear spoiler and small rear windscreen.

The A-pillars are also quite thick, which impairs forward visibility in certain situations, as does the but a 12.3-inch central infotainment screen displaying 360-degree camera angles alleviates this to some extent.

The cameras seem to have a mind of their own in terms of what they display and when. They automatically switch to an unnecessary and confusing external view of the car when you are stopped at traffic lights for instance, briefly taking over the screen and preventing use of other functions such as the radio, while at other times, when reversing, the rear view suddenly switches to an overhead view. 

There’s a deluge of information available via the screen sub-menus, plus the ability to adjust settings including steering weight, drive modes (six in total), and regenerative braking. Its best to make any such changes before driving as the screen is fiddly and not especially intuitive. There’s also voice control for commonly used functions, although the author's limited time at the wheel meant the system never really got a handle on his accent. 

Rear-seat accommodation and boot space is as per the ICE-version, meaning decent legroom and headroom, but the rear electric motor sees the full-size spare wheel replaced by a tyre repair kit.

We also noted a a strong petrochemical smell permeating the interior of our test car during the drive. One imagines this will fade over time but it wil be off-putting to anyone sensitive to olfactory matters.

Is the GWM Haval H6GT Ultra PHEV good to drive?

The Haval H6GT PHEV packs a far more complex drivetrain than its ICE-powered namesake, including a 1.5-litre turbo petrol engine, a 35.23kWh battery, and two electric motors.

The combination delivers all-wheel drive capability and bristling combined outputs of 321kW/762Nm via the turbo petrol engine (110kW/230Nm), front electric motor (130kW/300Nm) and rear axle-mounted electric motor (135kW/232Nm).

Together, the combination fires the 2075kg H6GT from 0-100km/h in a rapid 4.9 seconds, which is faster than Toyota’s feisty GR Corolla and GR Yaris hot hatches.

That the H6GT PHEV is seriously quick can’t be denied, although its weight and high-riding SUV body means it lacks the focused overall dynamic of these rivals.

The car feels heavy and the initial pedal feel of the brakes – upgraded for the PHEVs added performance and extra 395kg with larger ventilated discs and twin-piston front calipers – is spongy, requiring a deliberate push through to the second-stage of braking to invoke serious retardation.

There are no such issues with acceleration, which is attention-grabbing both from a standing start and at roads speeds.

The H6GT PHEV delivers its shove with the same instant, linear feel as a full battery electric, albeit overlaid with some engine noise. Modulation of the drive-by-wire throttle isn’t ideal, and you need to judicious with the accelerator in stop-start urban driving as the as the PHEV drivetrain responds with surprising zeal and the car has a tendency to surge forward, on even a light throttle.  

What safety features does the GWM Haval H6GT Ultra PHEV have?

The H6GT HEV comes with a impressive array of safety features including front and rear collision warning, lane departure warning and emergency lane keeping, autonomous emergency braking including pedestrian, adaptive cruise control, lane keeping assist and lane centring assist, rear cross traffic alert, traffic sign recognition, blind spot detection and lane change assist, smart dodge system, and a 360-degree camera.

However, during our test drive there were numerous unexplained inconsistencies with the car’s ADAS system that suggest GWM still has work to do in this regard. This includes the adaptive cruise control system unnecessarily reducing vehicle speed by up to 20km/h on moderate freeway bends that could safely be taken at the speed limit. 

GWM’s driver assistance (ADAS) systems are improving from a low base in terms of how much they interfere with daily driving. They’re reasonably well-behaved by the standards of rival Chinese vehicles, but not as well integrated and refined as the better Japanese and Korean rivals.

Should I buy a WM Haval H6GT Ultra PHEV?

A common criticism of some PHEVs is that their 40 to 80km of range is not enough, and that people will often not bother to recharge the battery due to the relatively short available range.

The H6GT PHEV addresses this criticism by installing a battery that at 35.4kWh is closer to that of a small SUV, delivering an impressive 180km (NEDC) of EV range.

For drivers unfamiliar with PHEVs and wondering what happens when the 180km of electric range is used up, the answer is that the vehicle then switches seamlessly to hybrid mode, where the 1.5-litre turbocharged petrol engine takes over and powers the vehicle while simultaneously recharging the battery.

When stationary, the battery can be charged at a maximum AC charge rate of 6.6kW, and a maximum DC charge rate of 48kW. There’s also a handy V2L (Vehicle to Load) feature for powering tools appliances that delivers maximum output of 3.3kW. 

Even when using fuel, the PHEV’s official combined cycle fuel consumption is just 0.8L/100km, albeit with a full battery charge. GWM says the petrol engine will use closer to 5.4L/100km with the battery in a low charge state.

With its 55-litre fuel tank brimmed and the battery fully charged, the H6GT PHEV is still be good for a handy claimed touring range of 1000km (NEDC), which in combination with its impressive EV-only range gives this new Haval a unique point of difference in the market. 

Key stats for the Haval H6GT Ultra PHEV

PRICE: $53,990 (driveaway)

WARRANTY: Seven-year/unlimited-kilometre (vehicle); Eight-year unlimited-kilometre (battery)

POWERTRAIN: 1.5-litre four-cylinder turbo-petrol, two-speed transmission, front and rear electric motors, all-wheel drive (321kW/762Nm combined).

BATTERY: 35.43kWh (Ternary lithium)

EV RANGE: 180km (NEDC)

ANCAP CRASH RATING: Not rated

FUEL CONSUMPTION (CO2): 0.8L/100 km (18.6g per km)

FOR: Smooth and powerful, attractively styled, well equipped, class-leading EV-only range, excellent warranty and aftersales.

AGAINST: Price versus ICE variant, poorly calibrated ADAS systems, no spare tyre (repair kit), strong petrochemical odour of interior, lower braked towing capacity than ICE equivalent.

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